Locomotive scale



Sept. 1, 1931. R. N. MILLER LOCOMOTIVE SCALE Filed Dec. 28, 1928 5 Sheets-Sheet 1 FIG I.

WITNESSES IN V EN T OR fioberiifim'ller,

Sept. 1, 1931. R. N. MILLER LOCOMOTIVE SCALE Filed Dec. 28, 1928 5 Sheets-Sheet 2 IN VEN TOR: RoberiJl/T Miller, BY

A TTORNEYS.

WITNESSES p 1931- R. N. MILLER LOCOMOTIVE SCALE Filed Dec. 28, 1928 5 Sheets-Sheet 3 FIGEK I INVENTOR; Haber? II Nzller,

ATTORNEYS.

Sept. 1, 1931. R. N. MILLER 1,821,661

LOCOMOTIVE SCALE Filed Dec. 28, 1928 5 Sheets-Sheet 4 FI'G If.

1 N VEN TOR: Roberif Ill Miller,

7 By. W ATTORNEYS.

Sept. 1, 1931. R. N. MILLER LOCOMOTIVE SGALE 5 Sheets-Sheet 5 Filed Dec. 28, 1928 HGX INVENTOR: iiobertilfimllez",

By W

ATTORNEYS.

Patented Sept. 1, 1931 UNITED STATES ROBERT N. MILLER, OF ALTOON'A, PENNSYLVANIA LOCOMOTIVE SCALE Application filed December 28, 1928.

My invention relates to scales for weighing locomotives. While applicable to scales for weighing other rolling equipment, the invention is, for the sake of brevity, described simply with respect to its application to the weighing of locomotives.

One object of my invention is the provision of novel means for ascertaining the load on each individual wheel of a locomotive under level track conditions.

Another object of my invention is to simulate inequalities of track and variations in spring deflection and to determine the resulting variations in the load on individual wheels and axles due to these conditions.

A further object of my invention is the provision of a combined scale and jack on a movable carriage to form a complete scale unit which is readily transportable from place to place.

With, the increase in the weight of locomotives and the corresponding increase in axle and wheel loads, it has become more important to determine with accuracy the effect of variations in weight distribution by reason of non-symmetrical arrangement of equipment on the locomotive, not only with respect to axle loads and the longitudinal center of gravity but also with respect to individual wheel loads and the transverse center of gravity, in order that the maximum limits permissible for concentrated loads on bridges and other structures will not be exceeded or dangerously approached.

The means which I employ to ascertain this weight distribution consist primarily of a battery of individual scale units disposed on both sides of a stationary locomotive track, each unit being adapted upon the transfer of the load from the locomotive running rails to the scale unit, to weigh the Serial No. 328,993.

ner in which they accomplish the objects sought to be attained will be apparent from the description of an embodiment of the invention which is described in connection with the accompanying drawings, whereof:

Fig. I is a transverse section of a weighing pit showing diagrammatically the position of a pair of scale units with respect to the wheels of one axle of a locomotive,

Fig. II is a longitudinal section of the weighing pit of Fig. I taken along the lines IIII thereof and showing diagrammatically the relative position of the scale units on one side of the locomotive track and the driving wheels of a locomotive.

Fig. III is an end elevation of a scale unit with its hydraulic jack shown in section.

Fig. IV is a front elevation of the same.

Fig. V is a vertical section of the same taken along the line V-V of Fig. IV.

Fig. VI is a detailed view showing the application of a jack of a scale unit to a flanged wheel of a locomotive.

Fig. VII is a detailed View showing the application of a jack to a locomotive wheel with fiat tire.

Fig. VIII is a detailed view of a device for1 looking a scale unit to its supporting rai Fig. IX shows an alternate form of locking device for the ack plunger.

Fig. X is a cross-section of the same taken along the lines XX of Fig. IX.

Fig. XI is an enlarged sectional view of a scale unit carriage.

Fig. XII is a cross-sectional view of the same taken along the lines XII-XII of Fig. XI; and,

Fig. XIII is an enlarged detailed view of an adjustable nose iron hereinafter described.

With particular reference to Fig. I the apparatus there shown comprises a series of individual scale units, comprehensively ity making it designated by the numeral 1, disposed beneath the locomotive driving wheels diagrammatically represented 2. The rails 3 of the locomoti tracl: are stationary and are supported by the girders l. Additional rails 5 located at the bottom of the weighing; pit 6 form tracks upon which the scale units 1 are adapted to move longitudinally of the pit for d'.position beneath the individual locomotive wheels 2 ccording to the wheel base arrangement of the locomotive to be weighed.

The scale units 1 shown in detail in Figs. III, IV and V include a hydraulic jack 7 rigidly secured to the load. platen 8 of the scale with a flexible pressure line 9 leading from a manually operated pump 10 to the use ot the ack 7. The jack 7 comprises a cylinder 11 w'th a plunger 12 operating within the cylinder and having on its.up per end a plunger head 13 adapted to engage the tread oi a locomotive wheel as shown in Figs. VI and VII. The pump 10 operated by means of a handle 15 is connected on suction side with a tank 10 in which the hydraulic medium is store l.

To protect against accidental release of pressure on the jaclr plunger 12 or settlement of the jack during the weighing oporation, locking means are provided between the plunger head 1;; and the cylinder 11. Q- his locking device may consist simply e1- a U-liner or shim 1+1 such as shownin VI. By the insertion of aliner 14 between the plunger head 13 and the cylinder .11,

the extent of elevation of the jack may be determined with precision, and the hydraulic pressure may be released during the weighing operation.

The scale unit 'llustrated in tne drawings includes a beam 17 01 10,000 pounds caiacity of the direct reading type and a counterweight 51 of 10,000 pounds capacpossible to ascertain wheel loads up to 50,000 pounds. The scale is centrally mounted on a movable platform or a carriage 19 provided with i'lai'ia'ed wheels 20 engaging with the supporting r ails 5. On the carriage 19 are mounted two main lever st ds 21 which support the main levers 22. These levers 22 are of delta form with tulcrums 23, 2e, 20 or the plate fulcrum type, though knife edge tulcrums may, of course, be employed. l

The loao platen 8 upon which the ack 7 is centrally mounted rests on the load tulcrums of the main levers 2 To prevent endwise movement of the load platen 8 a liexure- 1 1 A n J, 7 1 type stay plate 20 is lastened to one one. of the platen 8 and to l the mam lever stand No check plate 153 provided at the opposite end of the platen 8 as the platen is constrained lateral movement by virtue of the tulcrums 23.

The tlp ends of the main levers 22 are connected by means of the machined fulcrums 20, the connecting blocks 27, and tulcrum 31, with the first extension lever 28 which in turn is supported at the heel by lever stand 20 and the fulcrum 30. In like manner the tip end of the first extension lever 28 is connected to a second extension lever 32 by a fulcrum 33, this lever being supported at the heel by a lever stand 34; and a fulcrum 35. An adjustable nose iron 2-30 shown in detail in Fig. XIII is provided at the tip of the; second extension lever 32 for its connection with a shell lever 37. A ribbon steel fulcrum 38 forms the connection between the nose iron of the second extension lever 32 and a bearing block 05 which is connected with the 1 ll. lever 37 by another fulcrum 80. To obtain the proper lever multiple o1 lover s stem up to and including second extcnsi on 32, an adjusting); screw 60 is provided on the second extension lever 32. By turning the screw 06 the relative position of the -1ose iron to the tip of the lever 32 may varied. The nose iron when adjusted rml secured to the lever 32 by the tap C and washer 68.

The shell lever 37 in. turn is supported heel by an additional lever stand 2-30. is connected to the weighing 1? by a ribbon steel tule "inn &0, a loop connector 43:5 engaging a dgegl-tl on the beam 17.

reig'hinc beam 17 is supported by a knife edge fulcrum at the top of a weighing: beam stand 153. On the short end of the weighing beam 17 sus'iended by a loop connector 17 at the ltniie edge l0, and a balance weight 10 with an adjusting screw 50 is mounted above the beam. 011 the opposite end of the beam at counter-poise weight 51 suilicient to balpounds is suspended in simiby a loop connector at the nite dge The beam 17 is provided th a graduated bar notched at interi- .s 01": its length and in this instance read- 11 to 0,000 pounds. 11 measuring weight s adapted to move along the g 'luated' b *1 and to engage its notches. An addigraduated scale 56 reading to finer 'ra iuations i to 1,000 pounds is provided he measuring weight 18 and carries an dditional and smaller measuring weight It will be seen that the additional scale 6 1 enables the recording of locomotive weights, to within ten pounds and that the total capacity 01 the beam when the counerweight 51 is used 50,000 pounds.

To prevent the weigh-beam 17 from becoming t'ouled due to cinder-s, dirt and the a poise weight like, when not in use, there is provided a hinged hood 58 on the platen 8 extending outward over the weigh-beam. This hood 58 is adapted to be thrown back when the scale is in service to give ready access for operation of both poise and beam.

In order to prevent undesired. movement of the scale unit on its supporting rails duringthe weighing operations or at other times, a clamping device is mounted on the carriage frame 19.. This device shown in detail in Fig. VIII is adapted to engage rail 5 and consists of a casting 59 on the carriage 19 and movable jaws 60 and 61 pivoted on the casting 59 and adapted to grip the head of the rail 5, the jaws being clamped together by a screw 62 and nut 63. A spring 64 between the jaws 60, 61 assists their release from the rail when the nut 63 far that the load of the jack 7 is centrally disposed on the carriage 19 and that the scale elements are compactly arranged thereon. By virtue of the arrangement described a and the anti-friction roller bearings the scale units are well balanced and readily movable by hand on the rails 5.

An alternate form of locking device for the jack plunger is shown in Figs. IX and X.

1: In the construction there shown the plunger 12 is threaded on its upper end, and the inside diameter of the cylinder 11 is enlarged adjacent the threaded portion of the plunger 12. A nut 76 engages the threads of the plunger 12 between the plunger head 13 and the top of the cylinder 11. When the jack is operated the nut 76 may be turned the desired amount so that after the locomotive wheel has been raised a predetermined distance above its running rail pressure can be released from the jack, and the elevated position of the wheel held by means of the nut 76 which has been run down against the cylinder 11. A key 77 held in the cylinder 11 by means of a plate 78 and bolts 7 9 prevents turning of the plunger 12 within the cylinder.

The operation of the individual scale units 1 to weigh individual wheel loads of locomo tives will be apparent from their description thus far. By utilizing a battery of scale units with a row on each side of the locomotive pit track and a scale unit for each driving wheel it is possible to ascertain not only the loads on each such wheel and on each axle but also to ascertain the weight distribution longitudinally and transversely of the locomotive. The amount that each locomotive wheel 2 is to be raised above the running rail 3 of the track can be determined in advance by the size of the liner l i selected, or by manipulation of the adjustable nut 76 in case the jack is equipped with the latter type oi locking means. Separate regulation of the elevati n of each jack can thus be efiected to simulate track inequalities either longitudinally or" the tracl; or transversely thereof, and in like manner it is possible to simulate variations in spring deflection and to determine corresponding variations in weight distribution with respect to wheel or axle loads.

To permit the weighing pit to be used for purposes other than locomotive weighing, provision may be made for supporting a temporary pit platform between the girders l supporting the locomotive running rails Such a platform would also furnish protection to the scale units when they are not being operated. IVith the arrangement shown a p ssageway 81 is provided between the rows of scale units on either side of the track center line, which passageway permits access of the weighing operator to the scales without the inconvenience 01" crawling in and out or" the openings between locomotive wheels.

The scale units herein described and illustrated, while comparatively small and compact, are designed to effect a ratio between the pressure exerted on the load platen 8 and that exer ed on the butt end of the weigh-beam 17 of 2&0: 1, and are thus capable oi use wit the heaviest locomotives. They may be readily moved along the rails 5 by hand and their operation both with respect to the asking of the locomotives and the recording of the load to be weighed may be carried out with ease. By reason of the construction and arrangement of scale equipment, no accessories other than the elements mounted on and forming a part thereof are necessary to their operation.

Vhile I have described one embodiment of my invention in some detail, it will be apparent to those familiar with the art thatchanges may be made in the form of apparatus disclosed without departing from the spirit of the invention, and that certain elements or characteristics of the scale units herein described may at times be availed of to advantage with a corresponding use of the other elements or characteristics.

Having thus described my invention, I claim:

1. A scale unit for weighing railway vehicles comprising a carriage, a aclr mounted on said carriage, said jack comprising a vertically disposed cylinder and a plunger guided therein having its upper end acapted to contact with a wheel of": the vehicle to be we ghed and to raise the same from its running rail, and means interposed between. said jacl: and carriage for weighing the load so transferred.

2. A scale unit for weighing railway vehicles comprising a carriage, weighing mechanism on said carriage including a load platen, and a jack on said load platen, said jack comprising a cylinder and a I plunger guided therein having its upper end ating handle at the side of the carriage.

41-. A scale unit for weighing railway vehicles comprising a carriage, weighing mechanism 011 said carriage including a load platen, a cylinder mounted centrally of said load platen with a portion of its wall directly beneath a wheel of the vehicle to be weighed, a plunger guided in said cylinder and having its upper end adapted to contact with. a wheel of the vehicle to be weighed, and pressure means for operating said plunger whereby the load on said wheel may be transferred to the load platen aforesaid.

A scale unit for weighing railway vehicles comprising a carriage, weighing mechanism on said carriage including a load i platen, a cylinder mounted centrally of said load platen with a portion of its wall directly beneath a wheel of the vehicle to be weighed, a pressure operated plunger guided in said cylinder and having its upper end I adapted to contact with a wheel of the vehicle to be weighed and to raise the wheel from its running rail, and means for lockin g said plunger in a predetermined position of elevation whereby the load may be car 3 ried to the load platen through the cylinder aforesaid.

6. A scale unit for weighing railway vehicles comprising a carriage, weighing mechanism on said carriage, a jack mounted on said weighing mechanism, said jack comweight so transferred to the carriage.

'7. A scale unit for weighing railway vehicles comprising a carriage, weighing mechanism on said carriage, a jack mounted on said weighing mechanism, said jack comprising a vertically disposed cylinder, a pressure operated plunger guided therein and 

